Motorcycle handlebar with shock absorber

ABSTRACT

A handlebar assembly including a pair of handgrip portions extending outwardly from a mounting portion and configured for generally vertical, arcuate movement relative to the mounting portion. One or more shock absorbing arrangements may be provided to produce a force tending to resist downward movement of the handgrip portions. Desirably, the handgrip portions are adjustable in height relative to the mounting portion.

RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.11/367,002, filed Mar. 2, 2006, pending, which is a continuation of U.S.patent application Ser. No. 11/057,693, filed Feb. 14, 2005, abandoned,which is a continuation of U.S. patent application Ser. No. 10/319,408,filed Dec. 12, 2002, now U.S. Pat. No. 6,860,500, which claims thebenefit of U.S. Provisional Patent Application No. 60/340,647, filedDec. 13, 2001, the entireties of which are incorporated by referenceherein and made a part of the present disclosure.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to handlebar assemblies forvehicles such as motorcycles and all-terrain vehicles (atv's). Morespecifically, the present invention relates to an improved handlebarassembly, including a shock absorbing arrangement.

2. Description of the Related Art

Motorcycles and atv's, among other vehicles, commonly incorporate ahandlebar assembly to assist in the steering of the vehicle. Thehandlebar assembly is usually mounted to the front wheel through a frontsuspension assembly. The handlebar is often an elongated, tubular memberthat extends in a generally lateral direction and includes a handgripportion at each end, for a rider of the vehicle to grasp. Such anarrangement also provides a means of support for a portion of therider's body weight, especially when in a standing position.

In the case of off-road motorcycles and atv's, the vehicle is likely totraverse rough terrain, including jumps, on a regular basis. Unlessadequately absorbed, forces imparted on the vehicle due to the roughnature of the terrain may be transmitted to the rider through thehandlebar assembly and foot rests, or footpegs, of the motorcycle. Thismay cause undesirable fatigue and result in the rider having reducedcontrol of the vehicle. Such a situation is especially undesirable inmotorcycle or atv racing, in which maintaining a consistent pacethroughout the event is necessary in order to be competitive.

In order to absorb at least a portion of the impact forces caused bytraversing rough terrain, motorcycles and ATVs are commonly equippedwith front and rear suspension assemblies operably positioned betweenthe front and rear wheel, or wheels, and the main body of the vehicle.Such suspension assemblies, due to inherent design constraints, are onlycapable of absorbing impact forces within a finite range of magnitudeand/or frequency. Accordingly, impact forces outside of this range maybe transmitted to the rider of the vehicle, through the handlebarassembly, despite the proper functioning of the front and rearsuspension assemblies. For example, an impact force having an amplitudelarge enough to fully compress either, or both, of the front and rearsuspension assemblies may result in the remainder of the force beingtransmitted to the rider. In other situations, an impact force having ahigh frequency may not be adequately absorbed by the suspensionassemblies, often due to internal friction inherent to common shockabsorber designs, which may be caused by sealing arrangements and/ormovement of hydraulic fluid.

Accordingly, some prior handlebar assemblies have been designed topossess a certain amount of flexing movement. For example, the handlebarmay be made from a material that possesses inherent flexibility toabsorb at least a portion of the impact forces that would otherwise betransmitted to the rider. More recently, handlebars have been producedwith a varying wall thickness to encourage flexing of the outer ends, orhandgrip portions, of the handlebar. However, manipulation of thehandlebar material in order to create a varying wall thickness causesthe final product to be expensive. Furthermore, in order to maintain thenecessary strength of the handlebar assembly, the flex of the handgripportions is necessarily limited to a small amount of movement and, thus,a small amount of shock absorbing capability.

Finally, with this type of handlebar arrangement, the direction ofmovement during flexing of the handgrip portions is not controlled. Thatis, the handgrip portions are permitted to flex in all directions.Accordingly, the amount of advantageous, shock absorbing flex (i.e.,generally downward flex of the handgrip portions) is limited by theamount of flex that is permissible in the other directions while stillproviding a handlebar assembly having a solid feel. As a result, theamount of shock absorbing flex permitted in these types of handlebarassemblies is compromised by the need for the handlebar assembly toprovide a solid feel when a rider is pulling in an upward or backwarddirection on the handgrip portions, which is common during accelerationof the motorcycle or atv.

SUMMARY OF THE INVENTION

As motorcycle and atv technology has advanced, so has the performancecapabilities of these vehicles. As a result, motorcycle and atv ridersare jumping higher and farther than ever before and traversing bumps atgreater speeds than have previously been possible. Accordingly, a needexists for an improved handlebar assembly having a greater degree ofshock and vibration absorbing movement. Preferably, a preferredembodiment of the handlebar assembly permits tuning of the shockabsorbing arrangement to suit an individual rider's preference and/orthe terrain conditions to be encountered. In addition, desirably, apreferred embodiment of the handlebar assembly permits adjustability ofat least a portion of the handlebar's geometry, such as the height ofthe handgrip portions, for example.

A preferred embodiment is a motorcycle handlebar assembly including aclamp tube defining a handlebar axis. The clamp tube is sized and shapedto be secured to a motorcycle by a handlebar clamp arrangement. Anelongated first handgrip portion is pivotally connected to the clamptube at a first pivot assembly and extends outwardly from the clamptube. The first pivot assembly substantially constrains movement of thefirst handgrip portion to vertical, arcuate movement about a first pivotaxis disposed generally perpendicular to the handlebar axis. The firstpivot axis is desirably spaced above the handlebar axis. An elongatedsecond handgrip portion is pivotally connected to the clamp tube at asecond pivot assembly and extends outwardly from the clamp tube. Thesecond pivot assembly substantially constrains movement of the secondhandgrip portion to vertical, arcuate movement about a second pivotaxis, disposed generally perpendicular to the handlebar axis. The secondpivot axis is desirably spaced above the handlebar axis. The handlebarassembly also includes a first stop and a second stop. The first stop isconfigured to limit upward movement of the first handgrip portion andthe second stop is configured to limit upward movement of the secondhandgrip portion. At least one shock absorber is configured to provide aforce resisting downward movement of the first and second handgripportions.

A preferred embodiment involves a motorcycle handlebar assemblyincluding a mount portion configured to be connected to a frontsuspension assembly of a motorcycle. An elongated first handgrip portionis pivotally connected to the clamp portion at a first pivot assemblyfor rotation about a first pivot axis and extends outwardly from theclamp portion. The first pivot assembly includes a first stop positionedbelow the first pivot axis and defining a relaxed height of the firsthandgrip portion relative to the clamp portion. The first stop isconfigured to prevent upward movement of the first handgrip portion. Anelongated second handgrip portion is pivotally connected to the clamptube at a second pivot assembly for rotation about a second pivot axisand extends outwardly from the clamp tube. The second pivot assemblyincludes a second stop positioned below the second pivot axis anddefining a relaxed height of the second handgrip portion relative to theclamp portion. At least one shock absorber is configured to bias thefirst and second handgrip portions into the relaxed height and providesa force tending to resist downward movement of the first and secondhandgrip portions. Each of the first and second stops are configured topermit adjustment of the relaxed height of the first and second handgripportions.

A preferred embodiment involves a motorcycle handlebar assemblyincluding a clamp tube defining a handlebar axis. The clamp tube issized and shaped to be secured to a motorcycle by a handlebar clamparrangement. An elongated first handgrip portion is pivotally connectedto the clamp tube at a first pivot assembly for rotation about a firstpivot axis. The first handgrip portion extends outwardly from the clamptube. The first pivot assembly includes a stop defining a relaxed heightof the first handgrip portion relative to the clamp tube. The stop isadjustable to permit adjustment of the relaxed height of the firsthandgrip portion without disassembly of the handlebar assembly. Anelongated second handgrip portion is pivotally connected to the clamptube at a second pivot assembly for rotation about a second pivot axis.The second handgrip portion extends outwardly from the clamp tube. Thesecond pivot assembly includes a stop defining a relaxed height of thesecond handgrip portion relative to the clamp tube. The stop isadjustable to permit adjustment of the relaxed height of the secondhandgrip portion without disassembly of the handlebar assembly. At leastone shock absorber is configured to provide a force resisting downwardmovement of the first and second handgrip portions.

A preferred embodiment involves a motorcycle handlebar assemblyincluding a clamp tube defining a handlebar axis and being sized andshaped to be secured to a motorcycle by a handlebar clamp arrangement. Afirst support extends upward from a first end of the clamp tube andsupports a first shaft. The first shaft defines a first pivot axisspaced above and being generally perpendicular to the handlebar axis. Asecond support extends upward from a second end of the clamp tube andsupports a second shaft. The second shaft defines a second pivot axisspaced above and generally perpendicular to the handlebar axis. Anelongated first handgrip portion is pivotally supported on the firstshaft and extends outwardly from the first support. The first handgripportion is substantially constrained to vertical, arcuate movement aboutthe first pivot axis. An elongated second handgrip portion is pivotallysupported on the second shaft and extends outwardly from the secondsupport. The second handgrip portion is substantially constrained tovertical, arcuate movement about the second pivot axis. A first shockabsorber is positioned between the first support and the first handgripportion to provide a force resisting downward movement of the firsthandgrip portion. A second shock absorber is positioned between thesecond support and the second handgrip portion to provide a forceresisting downward movement of the second handgrip portion.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features, objects and advantages of the presenthandlebar assembly are described in greater detail with reference todrawings of a preferred embodiment, which is intended to illustrate, andnot to limit, the present invention. The drawings contain six figures.

FIG. 1 is a side elevational view of an off-road motorcycleincorporating a preferred handlebar assembly.

FIG. 2 is a perspective view of the handlebar assembly of FIG. 1, theright side of the handlebar being in an exploded condition. Thehandlebar includes a clamp tube, right and left handgrip portionsextending from the clamp tube and right and left pivot assembliesconnecting the handgrip portions to the clamp tube.

FIG. 3 is a cross-section of the left pivot assembly and portion of theclamp tube and left handgrip portion.

FIG. 4 is a plan view of a lower flange portion of the left pivotassembly taken along the view line 4-4 of FIG. 3.

FIG. 5 is a schematic representation of the left side of the handlebarillustrating arcuate, shock absorbing movement of the left handgripportion.

FIG. 6 is a schematic representation of the left side of the handlebarassembly illustrating adjustment of a relaxed height of the lefthandgrip portion.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention finds utility with a number of vehicles,including, without limitation, motorcycles, all-terrain vehicles(atv's), personal watercraft, snowmobiles and other types of vehicles inwhich handlebar assemblies are commonly employed to assist in steeringof the vehicle. The illustrated embodiment of the handlebar assembly,however, is particularly well-suited for use with an off-roadmotorcycle. The description of a preferred handlebar assembly 28 in thecontext of an off-road motorcycle, therefore, is merely exemplary and isnot intended as a limitation of the present invention, unless expresslyso claimed.

With reference to FIG. 1, an off-road motorcycle, generally referred toby the reference numeral 10, is shown and includes a body portion 12 andfront and rear wheels 14, 16. The front and rear wheels 14, 16 aresupported relative to the body portion 12 by front and rear suspensionassemblies 18, 20. The front and rear suspension assemblies 18, areconfigured to support and control movement of the front and rear wheels14, 16, respectively, throughout a suspension travel path.

Desirably, the front suspension assembly 18 comprises a telescopic frontfork assembly having a pair of telescopically engaged fork legs 22extending along each side of the front wheel 14. The fork legs 22 areconnected to the body portion 12 of the motorcycle 10 by upper and lowerfork clamps 24, 26. Thus, the front wheel 14 moves along a substantiallylinear suspension travel path generally parallel to the fork legs 22.Movement of the front wheel 14 occurs against resistance offered by ashock absorber arrangement incorporated within the fork legs 22, as isknown in the art. Desirably, a handlebar assembly 28 is connected to thefront suspension assembly 18 to permit rotation of the front suspensionassembly 18 and front wheel 14 about a steering axis. The handlebarassembly 28 is described in greater detail below.

Preferably, the rear suspension assembly 20 comprises a swingarm 30pivotally connected to the body portion 12 of the motorcycle 10 andsupporting the rear wheel 16 near its rearward end. The swingarm 30 mayextend along one, or both, sides of the rear wheel 16. A shock absorber32 is positioned between the swingarm 30 and the body portion 12 of themotorcycle 10 to provide a force tending to resist rotation of theswingarm 30 and, thus, movement of the rear wheel 16 throughout anarcuate suspension travel path, as is known in the art.

The body portion 12 of the motorcycle 10 desirably comprises an engine40 supported within a frame 42, the latter commonly being constructedfrom a plurality of metal tubes welded together. The frame 42 alsosupports a fuel tank 44 and an elongated, straddle-type seat assembly 46on which a rider of the motorcycle 10 may sit. A pair of foot pegs 48(only one shown) are connected to each side of a lower portion of theframe 42 and are configured to provide support for the feet of a riderof the motorcycle 10. Front and rear fenders 50, 52 are supported abovethe front and rear wheels 14, 16 and are configured to deflect dirt, mudor other debris that might be projected upward by the wheels 14, 16.

The rear wheel 16 is drivingly connected to the engine 40 by a chain andsprocket drive assembly 54. However, other suitable drive arrangementsmay also be used, such as a belt drive or shaft drive arrangement, forexample. The motorcycle 10 has been described in general detail toassist the reader's understanding of the illustrated handlebar assembly28. Other components of the motorcycle 10 may be considered asconventional and, therefore, additional details are not considerednecessary for one of ordinary skill to practice the present invention.

With reference to FIG. 2, the handlebar assembly 28 is illustratedremoved from the motorcycle 10, for the purpose of clarity. Generally,the handlebar 28 includes a mounting portion 60 with a right handgripportion 62 and a left handgrip portion 64 extending to right and leftsides, respectively, of the mounting portion 60, when viewed from theperspective of a person sitting on the motorcycle 10. Right and leftpivot assemblies 66, 68, respectively, support the right and lefthandgrip portions 62, 64 relative to the mounting portion 60 and,preferably, are configured to constrain movement of the right and lefthandgrip portions 62, 64 to substantially vertical, arcuate movementfrom a normal, or relaxed, position to a compressed position. Inaddition, the pivot assemblies 66, 68 preferably are also configured toprovide a force tending to resist downward movement of the handgripportions 62, 64. Accordingly, the handlebar assembly 28 is configured toprovide shock absorption in addition to the shock absorption provided bythe front and rear suspension assemblies 18, 20.

In the illustrated embodiment, a mounting portion 60 of the handlebarassembly 28 comprises a tubular member, or clamp tube, which isconfigured to be secured to the upper fork clamp 24 (FIG. 1) by astandard handlebar clamp arrangement (not shown). A standard handlebarclamp arrangement typically includes a pair of clamp members fixed tothe upper fork clamp 24 and spaced on opposing sides of the steeringaxis of the motorcycle 10. Each clamp member usually includes an upperand lower portion, which cooperate to define a cavity for receiving theclamp tube 60. Fasteners, such as bolts, typically connect the upper andlower portions and permit a clamping force to be applied to the clamptube 60. In some arrangements, the upper and/or lower portions may beinterconnected, to provide additional rigidity to the clamp arrangement.Even with such an arrangement, however, the clamp tube 60 is stillprimarily clamped only at a pair of spaced locations along the clamptube 60.

When a standard clamp arrangement, as described immediately above, isused, the mounting portion 60, or clamp tube, is received by the clamparrangement at a pair of spaced apart locations 70, 72 on the outersurface of the clamp tube 60. Such an arrangement provides beneficialleverage and inhibits deflection of the handlebar assembly 28 when alarge force is required to turn the front wheel 14, such as whencornering at high speeds. The outer surface of the spaced locations 70,72 may be knurled to improve the grip of the clamp arrangement on theclamp tube 60. Preferably, the locations are at least two and one-halfinches apart and, more preferably, about four inches apart.

Desirably, the right and left handgrip portions 62, 64 are constructedof tubular members and are supported at a height relatively higher thanthe clamp tube 60. The difference in height between the clamp tube 60and the outer ends of the handgrip portions 62, 64 (i.e., where they arenormally grasped by a rider of the motorcycle 10) is referred to as the“rise” of the handlebar assembly 28. The rise permits the handgripportions 62, 64 to be at a comfortable height relative to the clamp tube60, the height of which is determined primarily by the position of theupper end of the front fork legs 22. In addition, the handgrip portions62, 64 may extend outward at a rearward angle relative to the clamp tube60, which is referred to as the “sweep” of the handlebar assembly 28.The rise and sweep of the handlebar assembly 28 may be altered to suitdifferent size or type of vehicles, different riding conditions orindividual rider preferences.

As described above, the pivot assemblies 66, 68 support the handgripportions 62, 64 relative to the clamp portion 60 and, desirably, alsoconstrain the movement of the handgrip portions 62, 64 to substantiallyvertical, arcuate movement. Preferably, each pivot assembly 66, 68incorporates a shock absorbing arrangement to provide a force tending toresist downward movement of the handgrip portions 62, 64. In FIG. 2, theright pivot assembly 66 is illustrated in an exploded condition, for thepurpose of clarity.

With additional reference to FIG. 3, the left pivot assembly 68 isillustrated in section. Although not specifically shown, preferably theright pivot assembly 66 is constructed substantially the same as theleft pivot assembly 68. Desirably each pivot assembly, 66, 68 includes asupport 74 fixed to the respective end of the clamp tube 60. The support74 may be connected to the clamp tube 60 by any suitable arrangement,such as interlocking threads, a press-fit arrangement, or welding, forexample. Desirably, the support 74 extends upward and terminates infront and rear protruding portions 76, 78, which define a space, orchannel, therebetween. In the illustrated arrangement, each of theprotruding portions 76, 78 includes an aperture 80 arranged such that anopening of each aperture 80 faces the channel defined by the protrudingportions 76, 78. The apertures 80 are aligned with one another forreceiving opposing ends of a support shaft 82.

Desirably, each pivot assembly 66, 68 includes a pivot body 84, whichsupports the respective handgrip portion 62, 64. The handgrip portions62, 64 may be secured to the respective pivot body 84 by any suitablearrangement, including interlocking threads, a press-fit arrangement, orwelding, for example. A portion of the pivot body 84 is sized and shapedto fit within the channel defined by the support 74 and includes anaperture 86 which permits the pivot body 84 to be rotatably supported bythe support shaft 82. Accordingly, the pivot body 66 supports therespective handgrip portion 62, 64 for arcuate motion about a pivot axisP defined by the shaft 82. Preferably, the pivot axis P is orientedsubstantially perpendicular to the axis of the clamp tube 60, referredto herein as the “handlebar axis” and designated by the referencecharacter “H”. Although not specifically illustrated herein, the supportshaft 82 may include one or more grooves configured to receive a sealmember, such as an O-ring, to inhibit dirt or other foreign materialsfrom entering between the shaft 82 and the pivot body 84 or support 74.

As described above, such an arrangement inhibits forward or rearwardmovement of the handgrip portions 62, 64. In contrast to one-piecehandlebars described above, such an arrangement advantageously providesa solid feel to the handlebar assembly 28 when the rider is pulling in arearward direction, such as during acceleration of the motorcycle 10,without compromising the amount of shock absorbing (i.e., substantiallydownward) movement that is provided.

In addition, the illustrated arrangement allows shock absorbing movementof the handgrip portions 62, 64, without significantly altering theangular position of the rider's wrists throughout the range of motion ofthe handgrip portions 62, 64. In contrast, shock absorbing motion of thehandgrip portions occurring about an axis parallel to the axis of thehandlebar would also cause rotation of the rider's wrists. On mostmotorcycles and atv's the throttle is controlled by rotation of ahandgrip assembly. Accordingly, with such an arrangement, rotation ofthe rider's wrist due to shock absorbing movement of such a handlebarassembly would also cause unintended and undesirable changes in throttleposition.

Preferably, a brace, or crossbar 88, extends from an upper end of theleft support 74 to an upper end of the right support 74 to add rigidityto the handlebar assembly 28. The crossbar 88 may be of any suitableshape, however, desirably the crossbar 88 is substantially rectangularin cross-section. In a preferred arrangement, forward ends of each pivotsupport shaft 82 are exposed from the supports 74 and include an annulargroove 87. The crossbar 88 includes an aperture at each end, whichaccommodate the exposed ends of the shaft 82. Thus, the crossbar 88 issupported on the exposed ends of the shafts 82 and an clip member, orC-clip 89, is positioned within the annular groove 87 of the shaft 82 tosecure the crossbar 88 in place. Alternatively, threaded fasteners maybe used to secure the crossbar 88 to the pivot assemblies. Further, thecrossbar 88 may assume other shapes and/or may be connected to thehandlebar assembly 28 by other suitable methods.

With the preferred arrangement, the crossbar 88 interconnects the rightand left supports 74 and is spaced from the clamp tube 60 (and handlebaraxis H) in the vertical direction. Desirably, the crossbar 88 issubstantially at the same height, relative to the clamp tube 60, as thepivot axes P. Advantageously, with such an arrangement, the crossbar 88substantially prevents outward flexing of the supports 74, due either todeflection of the support 74 or the clamp tube 60, in response to adownward force being applied to the handgrip portions 62, 64.Accordingly, movement of the handgrip portions 62, 64 may be primarilycontrolled by the shock absorbing arrangements described below, ratherthan by undesired flexing of the clamp tube 60 or supports 74.

As mentioned above, preferably a shock absorbing arrangement isassociated with each handgrip portion 62, 64 to provide a force tendingto resist downward movement of the handgrip portions 62, 64. Withadditional reference to FIG. 4, the shock absorbing arrangement isdescribed in greater detail. Desirably, each pivot body 84 includes aflange portion 90 extending in a downward direction from an intermediateportion of the pivot body 84 generally perpendicular to both the clamptube 60 and the handgrip portions 62, 64. An elongated aperture 92extends through the flange in a horizontal direction and is generallyaligned with the handlebar axis H.

The support 74 includes an aperture 94 for supporting a shaft 96, whichextends generally horizontally in a lateral direction from the support74. Desirably, the shaft 96 is positioned below the pivot axis P andpasses through the elongated aperture 92 of the flange 90. The elongatedshape of the aperture 92 accommodates arcuate movement of the pivot body84 and handgrip portions 62, 64 relative to the shaft 96, which remainsstationary.

A shock absorbing member 100 is positioned between and contacts an innersurface 102 of the flange 90 and an outer surface 104 of the support 74when the handgrip portions 62, 64 are in a relaxed position. Thus, theshock absorbing member 100 tends to bias the pivot body 84, and therespective handgrip portion 62, 64, rotationally upward relative to thesupport 74 (and clamp tube 60) and supplies a force tending to resistrotationally downward movement of the handgrip portions 62, 64.Preferably, the shaft 96 is spaced between about one and four inchesfrom the handlebar axis H and, more preferably, between about two inchesand two and three-quarters inches from the handlebar axis H. Such anarrangement keeps the shaft 96 sufficiently close to the handlebar axisH to inhibit damage, while also permitting a force applied to thehandgrip portion 62, 64 to apply an appropriate force, through theflanges 90, to the shock absorbing members 100.

The shock absorbing member 100 desirably comprises a material thatprovides a resistive force in response to compression, such as anelastomeric material, for example. Preferably, the shock absorbingmember 100 is annular in plan view and substantially rectangular incross sectional shape. The member 100 desirably is positioned such thatone end is adjacent the inner surface 102 of the flange 90 and theopposite end is adjacent the outer surface 104 of the support 74.Preferably, the shock absorbing member 100 includes a central aperture106 that permits the member 100 to be supported on the outwardlyextending shaft 96.

Although the illustrated embodiment includes a shock absorbing member100 for each pivot assembly 66, 68, other arrangements wherein a singleshock absorbing member, are utilized to provide a biasing force for bothpivot assemblies 66, 68 and thus both handgrip portions 62, 64. Inaddition, other type of shock absorbing arrangements may also be used.For example, a hydraulic shock absorber assembly may be used in place ofthe elastomeric member 100.

Desirably, each pivot assembly 66, 68 includes a stop arrangement tolimit rotationally upward movement of the handgrip portions 62, 64. Inthe illustrated embodiment, an outer end of the shaft 96 includesexternal threads 110 that mate with internal threads 112 of a nut 114.The nut 114 supports a washer 116 in a fixed position along the lengthof the shaft 96. With reference to FIG. 4, portions of an inner surface118 of each washer contacts a portion of the outer surface 120 of theflange 90 on each side of the aperture 92 to limit upward rotation ofthe pivot body 84. Thus, upward rotation of the respective handgripportion, 62, 64 is also limited. Accordingly, the stop arrangementdefines the normal, or relaxed, position of the handgrip portions 62, 64relative to the clamp tube 60. Furthermore, the stop arrangement maylimit, or prevent, upward movement of the handgrip portions 62, 64beyond the normal position. Accordingly, the rider is provided with asolid feel to the handlebar 28 when pulling in and upward direction.

With reference to FIG. 5, the left handgrip portion 64 is shown in botha relaxed position (solid lines) wherein the shock absorbing member 100is biasing the flange 90 into contact with the washer 116 and acompressed position (phantom lines) wherein the handgrip portion 64 hasmoved rotationally downward to absorb impact forces resulting from themotorcycle 10 traversing rough terrain or landing from a jump. Asdescribed above, preferably the handgrip portion 64 moves from therelaxed position to the compressed position through an arcuate pathabout the pivot axis P. Such movement absorbs forces and vibrations thatwould otherwise be transmitted to a rider of the motorcycle 10.

Shock absorption is provided by the shock absorbing member 100 beingcompressed between the pivot body 84 and the support 74, which reducesthe shock to the hands and arms of the rider that would otherwise resultfrom forces that are not absorbed by the suspension assemblies 18, 20 ofthe motorcycle 10. Advantageously, the amount of movement of the ends ofthe handgrip portion 64 (i.e., where the rider would normally grip thehandlebar 28) is greater than the amount possible with the bending,cantilever movement of a conventional, one-piece handlebar. Desirably,the ends of the handgrip portion 64 moves a travel distance D, measuredas a linear distance in a substantially vertical direction, of at leastone-half inch and, preferably, at least about one inch, in order toprovide an advantageous degree of shock absorption. Conversely, if thetravel distance D is too large, movement of the handgrip portion 64while riding may feel unnatural to the rider. Accordingly, it ispreferred that the travel distance D is less than about two inches. Therange of travel distances D provided above is presently preferred for atypical off-road motorcycle application. However, other travel distancesD are possible, and may be preferred in other applications.

The pivot axis P is generally aligned in the lateral direction with theends of the clamp tube 60 in the illustrated embodiment. Desirably, withsuch an arrangement, the pivot axis P of the right pivot assembly 66 andthe pivot axis P of the left pivot assembly 68 are spaced between aboutsix and twelve inches apart. Preferably, the pivot axes P are spacedabout seven and one-half to ten inches apart and, more preferably, aboutnine and three-sixteenths inches apart. The provision of two separatepivot locations being spaced from one another, as described above,provides a desirable diameter to the arc of rotation for the handgripportions 62, 64. Conversely, when a single pivot is used, or when thepivots are too close together, the handgrip portions 62, 64 move throughan arc of a larger diameter. This results in movement of the handgripportions that is more noticeable to the rider and, if large enough, mayresult in the rider's wrist assuming an unnatural position.

Although the above-described arrangement is preferred, other positionsof the pivot axis P, with respect to one another and/or the handlebaraxis H, may also be utilized. In addition, as will be appreciated by oneof skill in the art, the handgrip portion 64 may be configured to moveto a lesser, or greater, degree than illustrated in FIG. 5, depending onthe type of shock absorbing member 100 selected, the relative distancebetween the member 100 and the pivot axis P, or alternativeconfigurations of the pivot assembly 66. Although not separatelyillustrated, desirably, the right pivot assembly 66 is constructedsubstantially the same as the left pivot assembly 68.

Advantageously, the illustrated arrangement permits adjustment of aheight of the handgrip portions 62, 64 relative to the clamp portion 60,when in a relaxed position of the handlebar assembly 28. Such a featurepermits adjustment of the handlebar assembly 28 to suit riders ofdiffering size, individual rider preference, or specific ridingconditions. Desirably, height adjustment is achieved by movement of thenut 114 relative to the shaft 96.

For example, movement of the nut 114 outwardly with respect to the shaft96 permits the pivot body 84 (and handgrip portion 62, 64) to rotatefarther upward before contacting the washer 116. Conversely, inwardmovement of the nut 114 relative to the shaft 96 causes the outersurface 120 of the flange 90 to contact the washer 116 in a rotationallylower position and, therefore, lowers the relaxed height of the handgripportion 62, 64 relative to the clamp portion 60. Adjustment of therelaxed height of the handgrip portions 62, 64 is illustrated in phantomin FIG. 6. As described above, the shock absorbing members 100 operateto bias the handgrip portions 62, 64 into their uppermost, relaxedpositions, absent a downward force due to the motorcycle 10 traversingrough terrain or landing from a jump, for example.

Advantageously, the nut 114, which operates as the adjustment mechanismfor the height adjustment of the handgrip portions 62, 64 in theillustrated embodiment, is easily accessible. Preferably, the engagementsurface (peripheral surface) of the nut 114 is exposed such that theaxial position of the nut 114 may be easily adjusted without disassemblyof the handlebar assembly 28. Such an arrangement allows adjustment tothe height of the handgrip portions 62, 64 to be accomplished quicklyand easily. In an alternative arrangement, the nut 114 may be modified,or replaced by another mechanism, to provide an engagement surface thatpermits adjustments to be made by hand, without the use of tools.

The above-described embodiment of the handlebar assembly 28 is preferreddue to a number of advantages. For example, the illustrated arrangementis relatively lightweight and is capable of being manufactured at areasonable cost. Furthermore, the pivot assemblies 66, 68 are arrangedto minimize the possibility of damage during a crash. Advantageously,the shock absorbing arrangement (flange 90, shaft 96, nut 114, washer118 and shock absorbing member 100) is positioned between the respectivehandgrip portion 62, 64 and the clamp tube 60 in the vertical direction.Such an arrangement positions the shock absorbing arrangement so that itis protected from damage by the pivot body 84 and support 74. Inaddition, the positioning of the shock absorbing arrangement provides aclean, unobtrusive appearance to the handlebar assembly 28. Furthermore,the provision of two separate pivot assemblies 66, 68 permits eachhandgrip portion 62, 64 to be easily replaced if damaged during a crash.

Although the illustrated embodiment is preferred for at least thereasons presented above, nonetheless, other variations are alsopossible. For example, providing a clamp tube 60 as described hereinpermits the handlebar assembly 28 to replace conventional handlebarsusing standard mounting arrangements. However, other methods ofconnecting the present handlebar assembly 28 to the motorcycle 10 mayalso be used, such as integrating the pivot assemblies 66, 68 with theupper fork clamp 24, for example. Furthermore, other arrangements topermit shock absorbing motion of the handgrip portions 62, 64 are alsopossible. For example, the pivot assemblies 66, 68 may be positioned inother locations or may share one or more individual components, as willbe appreciated by one of skill in the art.

Although the present invention has been described in the context of apreferred embodiment, it is not intended to limit the invention to theprovided example. Modifications to the above-described handlebarassembly apparent to one of skill in the art are considered to be partof the present invention. Accordingly, the invention should be definedsolely by the appended claims.

1. A vehicle steering control assembly, comprising: a mounting portionthat is connectable to a steering system of a vehicle and is rotatableabout a steering axis to permit steering of the vehicle; a first pivotassembly supported by said mounting portion and comprising a firstsupport shaft defining a first pivot axis that is generallyperpendicular to said steering axis; a second pivot assembly supportedby said mounting portion and comprising a second support shaft defininga second pivot axis that is generally perpendicular to said steeringaxis; a first handgrip portion supported on said first pivot assemblyand spaced outwardly from said mounting portion, said first handgripportion substantially constrained to arcuate movement relative to saidmounting portion about said first pivot axis; a second handgrip portionsupported on said second pivot assembly and spaced outwardly from saidmounting portion, said second handgrip portion substantially constrainedto arcuate movement relative to said mounting portion about said secondpivot axis; a first shock absorber configured to provide a forceresisting movement of said first pivot assembly about said first pivotaxis by compressing in response to movement of said first pivotassembly; a second shock absorber configured to provide a forceresisting movement of said second pivot assembly about said second pivotaxis by compressing in response to movement of said second pivotassembly; a first stop configured to define a relaxed position of saidfirst pivot assembly; and a second stop configured to define a relaxedposition of said second pivot assembly.
 2. The steering control assemblyof claim 1, wherein said first and second stops are adjustable to permitadjustment of said relaxed position of said first and second pivotassemblies, respectively, relative to said mounting portion.
 3. Thesteering control assembly of claim 1, wherein said first pivot assemblyis rotatable about said first pivot axis and said second pivot assemblyis rotatable about said second pivot axis independently of one another.4. The steering control assembly of claim 3, wherein said first handgripportion is movable about said first pivot axis and said second handgripportion is movable about said second pivot axis independently of oneanother.
 5. The steering control assembly of claim 1, wherein said firstshock absorber is only responsive to movement of said first handgripportion and said second shock absorber is only responsive to movement ofsaid second handgrip portion.
 6. The steering control assembly of claim1, wherein each of said first and second shock absorbers comprises anelastomeric material.
 7. The steering control assembly of claim 1,wherein said first pivot assembly comprises a first pivot body and saidfirst handgrip portion is welded to said first pivot body, and whereinsaid second pivot assembly comprises a second pivot body and said secondhandgrip portion is welded to said second pivot body.
 8. The steeringcontrol assembly of claim 1, wherein each of said first and second shockabsorbers is an annular, resilient member that is interposed betweensaid mounting portion and a respective one of said first and secondpivot assemblies.
 9. The steering control assembly of claim 8, whereineach of said first and second stops comprises a nut that is movable on athreaded shaft.
 10. The steering control assembly of claim 9, whereineach of said first and second shock absorbers surrounds a respective oneof said threaded shafts.